Electronic flight data display instrument

ABSTRACT

An electronic display instrument configured to secure in a desired position over multiple pre-existing instrument holes in a dashboard of an aircraft in place of multiple conventional display instruments, each conventional instrument having a conventional readout. The instrument comprises a display screen having a plurality of readouts corresponding to the conventional readouts of the multiple conventional instruments that the electronic display instrument replaces. The instrument further includes a body having a front and a back opposite the front and a top and a bottom opposite the top. The body is positioned adjacent and connected to the display screen. The instrument also includes an electronics module protruding from the back of the body to position in one of the pre-existing instrument holes in the dashboard panel of the aircraft.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of co-pending U.S. application Ser.No. 11/773,419, filed Jul. 4, 2007, now U.S. Pat. No. 8,085,168, whichclaims priority pursuant to 35 U.S.C. 119(e) to then co-pending U.S.Provisional Patent Application Ser. No. 60/806,555, filed Jul. 5, 2006,titled Electronic Flight Data Display Instrument, U.S. ProvisionalPatent Application Ser. No. 60/869,868, filed Dec. 13, 2006, titledElectronic Flight Data Display Instrument, and U.S. Provisional PatentApplication Ser. No. 60/884,225, filed Jan. 10, 2007, titled ElectronicFlight Data Display Instrument, the disclosures of which areincorporated herein by reference in their entirety.

COPYRIGHT NOTICE

The information disclosed in this application contains materialsprotectable by copyright.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present general inventive concept relates to data displayinstruments and, more particularly, to electronic aircraft flight datadisplay instruments.

2. Description of the Related Art

Manned aircraft with an instrument panel 10 (illustrated in FIG. 8)displaying information used by a pilot during operation of the aircraft.For virtually every conventional aircraft manufactured in the last fortyyears, the instrument panel 10 includes mechanically-based instruments12 mounted on a panel or dashboard 14. These conventional or legacyinstruments 12 are typically a combination of bellows, gears, pointers,and spinning mass gyros enclosed in discrete three-inch round formfactor. Most conventional aircraft include a tight cluster of sixprimary instruments 16 positioned directly in front of the pilot anddirectly above a control yoke (not shown). These primary instruments 16are often collectively referred to as the “primary six” or “standardsix.” The standard flight instruments 16 are generally those instrumentsassociated with the direct control of the aircraft and displayinformation such as attitude, airspeed, altitude, and direction offlight. Instruments displaying less critical information are typicallylocated immediately to the left and right of the standard six primaryinstruments 16 and measure and display an array of other flight deckfunctionality. Also contained on the instrument panel 10 is a wide arrayof cockpit indicators, switches, and other controls that often occupythe entire remaining instrument panel.

Each conventional instrument 12 typically performs a single function andmounts to the instrument panel 10 through a round hole (not illustratedin detail). A body (not illustrated) of the conventional instruments 12protrudes from a rear of the instrument and is positioned in thedashboard 14 holes. The dashboard holes 14 may have various rearwardclearances corresponding to the size of the rear protrusion of theinstrument 12, which is controlled in large part by the mechanicsassociated with the instrument function. The dashboard 14 is usually asturdy, single piece of aluminum that is part of the aircraft structure.The aircraft may be configured so that the dashboard 14 is a structuralpart of the aircraft and so that the dashboard contributes to therigidity of the cabin or cockpit of the aircraft.

The layout of the instruments 12 within the standard six primaryinstruments 16 and the close proximity of instruments surrounding thestandard six often result in instrument panels 10 having very closeinstrument-to-instrument hole spacing. Often there is less than 0.5 inchof space between adjacent three-inch diameter instruments.

As aircraft fleets age, there is a need to retrofit these conventionalinstruments 12 to reflect modern advances in electronics, computersoftware, and display technology. As part of this upgrade, it is oftendesirable to replace the standard flight instruments 16 because theseinstruments are most heavily depended upon during flight underInstrument Meteorological Conditions (IMC). They are also theinstruments 12 most prone to failure given their dependence on precisionpneumatic and gyroscopic components.

Commonly, during retrofit, the instrument panel 10 is completely removedfrom the aircraft and/or substantially re-designed to accommodate modernflight deck instrumentation. This extensive re-work is expensive andusually requires special authorization, modification qualifications, andcertifications because it can adversely affect the structural integrityof the aircraft, including (among other things) cabin rigidity.

A device is sought that can be added to an aircraft being manufacturedor as a retrofit replacement of conventional instruments 12 on adashboard 14 of the aircraft without requiring modification toconventional dashboard design and without implicating (in any way) thestructural integrity of the aircraft.

BRIEF SUMMARY OF THE INVENTION

The present general inventive concept relates to electronic displayinstrument or instruments configured to secure in a desired positionover multiple pre-existing instrument holes in a dashboard of anaircraft in place of multiple conventional display instruments, eachconventional instrument having a conventional readout. The presentgeneral inventive concept requires no significant modification to theexisting dashboard in the aircraft as the invention's foot print fitsthe pre-existing instrument cut-outs on the instrument panel.

The instrument may include a display screen having a plurality ofreadouts. The instrument may provide for customized displays andcustomized presentation of data. Soft keys and controls located next tothe displays may be configured to provide a specific function.

The instrument may further include a body having a front and a backopposite the front and a top and a bottom opposite the top. The body maybe positioned adjacent and connected to the display screen. Theinstrument may also include an electronics module protruding from theback of the body to position in one of the pre-existing instrument holesin the dashboard panel of the aircraft.

In another aspect, the present general inventive concept relates to amethod of replacing multiple adjacent conventional flight datainstruments on a dashboard of an aircrafts instrument panel with anelectronic display instrument including a body, display screen, and anelectronics module extending from the back of the body. The method mayinclude removing one, some, or all of the conventional flight datainstruments from pre-existing holes in the dashboard and positioning theelectronic display instrument in place of the conventional flight datainstruments so the instrument covers a plurality of the pre-existingholes.

In yet another aspect, the present general inventive concept relates toa method of repairing an aircraft including a dashboard having aplurality of adjacent pre-existing instrument holes and a plurality ofconventional instruments positioned in the pre-existing instrument holesto form an instrument panel. The method may include removing one, some,or all of the adjacent conventional flight data instruments frompre-existing holes in the dashboard and positioning an electronicdisplay instrument in place of the conventional flight data instrumentsso the electronic display instrument covers a plurality of thepre-existing holes.

In still another aspect, the present general inventive concept relatesto a method of upgrading an aircraft including a dashboard having aplurality of clustered pre-existing instrument holes and a plurality ofconventional display instruments positioned in the pre-existinginstrument holes to form an instrument panel. The method may includeremoving one, some, or all of the adjacent conventional displayinstruments from a plurality of the pre-existing holes in the dashboardand positioning an electronic display instrument in place of theconventional display instruments so the electronic display instrumentcovers a plurality of pre-existing holes exposed during the removaloperation.

In still another aspect, the present general inventive concept providesa method of enabling the invention to interface with existing legacycomponents that are already installed in the aircraft, thus enabling theinvention to work with a broad range of instrument types, both digitaland analog instruments, and from a broad range of instrumentmanufacturers.

In yet still another aspect, the present general inventive conceptrelates to a method of operating an aircraft comprising power andcommunication lines and an instrument panel including an electronicdisplay instrument comprising a display screen, a body having a frontpositioned adjacent and connected to the display screen and a backopposite the front, and a control module protruding from the back of theelectronic display instrument, the control module including multipleconnectors connecting the electronic display instrument to the power andcommunication lines of the aircraft. The method may include powering upthe aircraft and powering up the electronic display instrument.

In a further aspect, the present general inventive concept relates to anaircraft instrument panel comprising an electronic display instrumentsecured in a desired position over multiple pre-existing instrumentholes in a dashboard of an aircraft in place of multiple conventionaldisplay instruments, each conventional instrument having a conventionalreadout. The electronic display instrument may include a display screenhaving a plurality of readouts corresponding to the conventionalreadouts of the multiple conventional instruments that the electronicdisplay instrument replaces and a body having a front and a backopposite the front and a top and a bottom opposite the top. Theelectronic display instrument may further include an electronics moduleprotruding from the back of the body to position in one of thepre-existing instrument holes in the dashboard of the aircraft.

In still another aspect, the invention has an integrated battery back-upsystem that makes the invention independent from the aircraft'selectrical power distribution system. The invention uses the aircraft'selectrical power system for its primary power, but should there be afailure in the aircraft's system, the invention hay have an independent,integrated source of power. In a preferred embodiment, the back-upbattery is intrinsic to the general inventive concept, but may beself-contained to isolate the battery.

The integrated battery back-up system may be used for the primary flightdisplay instruments. It is housed in its own, self-contained cavity toisolate the battery from the other components of the general inventiveconcept. The back-up battery may utilize software logic to detectdegradation of the aircraft's electrical system. If degradation isdetected, then the software may switch the invention's power source fromthe aircraft electrical system to the battery back-up and notify thepilot.

The present general inventive concept may include a controller tocontrol information displayed on the at least one display correspondingto signals the unit receives through at least one connector.

The present general inventive concept may include at least onecontroller positioned on the front side of the panel to controlselectively the operation of the at least one display or operations ofthe aircraft.

In another aspect, the present general inventive concept relates toaircraft comprising a cockpit; and an instrument panel positioned in thecockpit may comprise an electronic display instrument secured in adesired position over multiple pre-existing instrument holes in adashboard of an aircraft in place of multiple conventional displayinstruments, each conventional instrument having a conventional readout.The instrument may include a display screen having a plurality ofreadouts corresponding to the conventional readouts of the multipleconventional instruments that the electronic display instrument replacesand a body having a front and a back opposite the front and a top and abottom opposite the top. The instrument may further include anelectronics module protruding from the back of the body to position inone of the pre-existing instrument holes in the dashboard of theaircraft.

Some embodiments of the present general inventive concept relate to anelectronic display instrument comprising a body having a front and aback, a display screen connected to the body, and a control moduleprotruding from the back of the body to position in a pre-existinginstrument hole in the dashboard panel of the aircraft wherein thecontrol module includes some or all of a backup battery, a globalpositioning component such as a receiver, an air data computer, and anattitude heading reference system.

Other aspects of the present general inventive concept will be in partapparent and in part pointed out hereinafter.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective of an electronic display instrument according tothe present general inventive concept.

FIG. 2 is a side view of the electronic display instrument of FIG. 1.

FIG. 3 is a front elevation of the electronic display instrument of FIG.1.

FIG. 4 is a rear elevation of the electronic display instrument of FIG.1.

FIG. 5 is an exploded front perspective of the electronic displayinstrument of FIG. 1 in a dashboard.

FIG. 6 is a front perspective of the electronic display instrument ofFIG. 1 in a dashboard.

FIG. 7 is a front perspective of three electronic display instruments ofFIG. 1 positioned in a row in a dashboard.

FIG. 8 is a front perspective of a conventional instrument panelincluding legacy display instruments positioned on a dashboard.

DETAILED DESCRIPTION OF THE INVENTION

Referring to the figures, and more particularly to FIGS. 1-4, anelectronic flight data display instrument or form factor according tothe present general inventive concept is designated in its entirety byreference number 30. The electronic display instrument 30 according tothe present general inventive concept is designed to replace two or moreconventional display instruments 12 (illustrated in FIG. 8). As will bedescribed below in further detail, the electronic display instrument 30can be retrofitted onto existing dashboards 14 (illustrated in FIG. 8)and digitally replicates information traditionally illustrated by theconventional instruments 12 being replaced. The electronic displayinstrument 30 according to the present general inventive concept isconfigured to be retrofitted onto unaltered dashboards of conventionalaircraft. The electronic display instrument 30 can be attached toconventional dashboards 14 in place of conventional display instruments12 without reconfiguring or otherwise manipulating the existingdashboard 14. Further, because the electronic display instrument 30includes stand-alone electronics and may include a backup battery, usersof the electronic display instrument will not need to recertify theemergency electrical load analysis of the entire aircraft whenretrofitting the electronic display instrument on previously certifiedaircraft. Yet further, the electronic display instrument 30 according tothe present general inventive concept can operate with generally noperiodic maintenance or calibration.

The electronic display instrument 30 includes a housing or body 32having a front 34, a back 36 opposite the front, a top 38, bottom 40opposite the top, a left side 42, and a right side 44 opposite the leftside. The electronic display instrument 30 further includes a displayscreen 46 and the front 34 of the body 32 forms a bezel or frame 48surrounding and protecting the display screen. In one embodiment (notillustrated), the screen 46 may be frameless. The instrument 30 furtherincludes a control or electronics can or module 50 protruding from theback 36 of the instrument body 32. The control module 50 has multipleconnectors 52 configured to connect the data display instrument 30 tocommunication and control lines (e.g., pneumatic and electrical) ofconventional aircraft. Although the control module 50 may have othersizes and shapes without departing from the scope of the present generalinventive concept, in one embodiment the control module 36 is sized andshaped to fit snugly within a pre-existing instrument hole orcompartment in the dashboard 14 of conventional aircraft exposed byremoving a conventional display instrument from the dashboard to securethe instrument 30 in a desired position. In another embodiment thecontrol module 50 is undersized to provide wiggle room to enablehorizontal and vertical alignment of the instrument with existinginstruments or, when multiple instruments are used in a single aircraft,alignment with multiple instruments, or angled as desired by a user toprovide optimal viewing.

Although the body 32 may have other widths measured between the leftside 42 and the right side 44 of the body without departing from thescope of the present general inventive concept, in one embodiment thebody 32 has a width of between about 3 inches and about 4 inches. In aparticular embodiment, the body 32 has a width of between about 3.3.inches and about 3.7 inches. In still another embodiment, the body 32has a width approximately equal to a horizontal spacing between holes inthe dashboard 14. Although the body 32 may have other heights measuredbetween the top 38 and bottom 40 of the body without departing from thescope of the present general inventive concept, in one embodiment thebody has a height of between about 6.5 inches and about 9 inches. In aparticular embodiment, the body 32 has a height of between about 7inches and about 8.5 inches. In still another embodiment, the body 32has a height approximately equal to a vertical spacing between holes inthe dashboard 14. Although the body 32 may have other maximum thicknessmeasured between the front 34 and the back 36 of the body withoutdeparting from the scope of the present general inventive concept, inone embodiment the body has a thickness of between about 0.3 inch andabout 1.5 inches. In a particular embodiment, the body 32 has athickness of between about 0.5 inch and about 1.3 inches. The body 32 issized and shaped so that the instrument 30 does not protrude into panelspace associated with the other instruments (e.g., other electronicdisplay instruments or conventional instruments) positioned directlyabove, below, or to the left or right of the instruments being replaced.

The body 32 may have various shapes without departing from the scope ofthe invention. In one embodiment, the body 32 is generally rectangularand the height is greater than the width. In one particular embodiment,the body 32 has a height about twice as big as the width. A singleelectronic display instrument 30 having this tall or portrait shape maybe retrofitted onto the dashboard 14 in place of a top conventionaldisplay instrument and a bottom conventional display instrument that isbelow and adjacent to the top conventional display instrument of the sixstandard conventional instruments 16. It is contemplated that the body32 may be made small enough to allow a user to selectively replace one,some, or all of the standard six instruments 16. In the case where theuser is adding a second body 32 to a dashboard 14 already having a firstbody 32, the second body 32 may either be mounted in the preexistinghole formed upon removal of one of the conventional display instruments12 or be mounted to the first body 32 via attachment means (notillustrated), including, but not limited to a hinge having screws orsnaps. The attachment means can be on the side of, below, or above eachbody 32 so that additional bodies 32 may be incrementally added andmated to each other depending on the conventional display instruments 12the user is replacing. The ability to selectively add one or moreindividual bodies 32 to each other provides significant versatility.Aside from allowing the user to selectively replace one, some, or all ofthe standard six instruments 16, the user may add one or more bodies 32to other preexisting holes (not illustrated) that may be unrelated tothe standard six instruments 16 and related to other instruments orcomponents the user may desire to replace. Further, the user may mountone or more bodies 32 in a preexisting hole (not illustrated) notlocated in the dashboard 14. Or, the user may create one or more newholes in any location to mount one or more bodies 32.

Alternatively, it is also contemplated that the body 32 may be made tallenough to replace three or more conventional display instrumentspositioned contiguously in a column (e.g., the rightmost conventionalinstruments 12 of the top and bottom row of the standard six instruments16 and a conventional display instrument or instrument position 19 belowthe rightmost two conventional instruments of the standard sixinstruments). It is also contemplated that the body 32 may be sized andshaped to replace a three row-by-two column cluster of conventionaldisplay instruments (e.g., the rightmost four conventional instruments12 of the standard six instruments 16, two right lateral conventionaldisplay instruments 20, 21 to the right of the standard six, and anotherlateral conventional display instrument 22 positioned below the tworight lateral conventional instruments).

In another embodiment, the body 32 is generally rectangular and thewidth of the body is greater than its height. In one particularembodiment, the body 32 has a width about three times as big as theheight. A single electronic display instrument 30 having this wide orlandscape shape may be retrofitted onto the dashboard 14 in place of aleft conventional display instrument 12 of the standard six primaryinstruments 16 and a right conventional display instrument of thestandard six that is directly adjacent the left conventional displayinstrument. It is envisioned that the electronic display instrument maybe made wide enough to replace three conventional display instrumentspositioned contiguously in a row. For example, such an extra wideelectronic display instrument 30 could replace a top three conventionalinstruments 12 of the six standard instruments 16 or a bottom threeconventional instruments of the standard six instruments.

In yet another embodiment, the body 32 may be configured to replace fourconventional display instruments positioned in a two row-by-two columnarrangement. A body 32 according to this embodiment may be generallysquare-shaped.

In general, the electronic display instrument 30 may be configured toreplace any configuration of conventional display instruments 12positioned adjacent to each other. As an additional example ofelectronic display instrument 30 configurations, the body 32 may beL-shaped to replace, for example, a group of conventional displayinstruments 12 including a column of two or three conventional displayinstruments and a row of two or three conventional instruments sharing acommon corner conventional instrument.

The body 32 may be made of various materials without departing from thescope of the present general inventive concept. For example, the body 32may be made of materials commonly used in aircraft manufacturing.

Although the screen 46 may include other materials without departingfrom the scope of the present general inventive concept, in oneembodiment the screen includes a protective cover. In one embodiment thecover is made of glass. The cover may also be made of other suitablematerials such as various visually transparent polymers. Various typesof display screens 46 may be used without departing from the scope ofthe present general inventive concept. For example, the display screen46 may include a liquid crystal display (LCD). In one embodiment, thescreen 46 is a thin-filmed transistor liquid crystal display (TFT LCD).The display screen 46 may have various sizes and shapes withoutdeparting from the scope of the present general inventive concept. Forexample, the screen may be generally rectangular, generally square,generally round, or generally oval. The screen 46 may have a heightgreater than its width. As described above regarding the body 32,screens 46 according to this embodiment are said to have a tall orportrait orientation. In one embodiment, the screen 46 is generallyrectangular, has a width of between about 3 inches and about 3.5 inches,and has a height of between about 6 inches and about 6.5 inches. In someembodiments, the screen 46 has a width greater than its height. Asdescribed above regarding the body 32, these screens 46 are said to havea wide or landscape orientation.

The display screen 46 of the electronic display instrument 30 may havevarious characteristics and display qualities including state-of-the-artcharacteristics known in the display screen industry. For example, thedisplay screen 46 may be high-resolution. The screen 46 may also besunlight readable. In one embodiment, the electronic display instrument30 includes a photo cell (not illustrated in detail) integrated into ormounted on the display screen 46 or other part of the instrument. Thephoto cell is connected to the backlighting of the display screen 46 anddetects ambient light in the cockpit. The photo cell then transmitsambient light information to the backlight screen 46 so that abrightness and/or other characteristics (e.g., contrast) of the screencan be adjusted to improve readability of the screen by the pilot. Inone embodiment, the photo cell is connected to the display screen 46 byway of the control module 50, which processes the ambient lightinformation and controls the screen in accordance with that information.

The screen 46 may include an anti-reflective coating. The cover of thescreen 46 may also be very strong to protect the screen and instrument30 as described above. The display screen 46 may also display variouscolors. In one embodiment, the display screen 46 is a coloractive-matrix screen. The display screen 46 or the body 32 may includeone or more elements (not illustrated in detail) to backlight thescreen. For example, in an embodiment of the electronic displayinstrument 30 including an LCD screen 46, the elements backlight a glassstructure of the LCD. In a particular embodiment, the backlight elementsinclude a high-intensity white light emitting diode. The display screen46 may have a dimming capability, such as an automatic dimming functionwhereby the screen dims under certain predetermined conditions. Theelectronic display instrument 30 may also be configured so thatbrightness and other characteristics of the screen (e.g., contrast) maybe adjusted automatically (e.g., by the control module 50 in response tolight information received from the photo cell described above) ormanually by the pilot (e.g., by touching the screen or by using knobs orbuttons, which are described in more detail below).

The display screen 46 may also display messages, such as aircraft andelectronic display instrument 30 operation instructions or warnings. Forexample, indicator signals or annunciators (not illustrated in detail)can be integrated into the display to provide information regardingfunction of aircraft parts such as altitude, terrain warnings, cabinpressure, and gear alerts. An exemplary text message is “DEMO MODE”,displayed when, e.g., the instrument 30 is operating in a demonstrationmode as described below in more detail. Another exemplary message is “NOGPS”, displayed when, e.g., global positioning system data isunavailable or flagged invalid by a GPS receiver positioned in theaircraft generally and perhaps in the electronic display device (asdescribed below in more detail). Another exemplary message is “NOCOVERAGE”, displayed when, e.g., a current position of the aircraftfalls outside of a terrain coverage area of the terrain data base.Another exemplary message is “LOW VOLTS”, displayed when, e.g., theaircraft bus voltage is low. The instrument 30 may change to receivepower from a backup battery (described more below) positioned in thecontrol module. Another exemplary message is “LANDING”, displayed when,e.g., the instrument 30 has determined that the aircraft is likely in alanding phase of flight based on variables that the instrument mayreceive information regarding and consider including distance to thenearest airport, direction of flight, altitude, and altitude rate.Another exemplary message is “ON GROUND”, displayed when, e.g., theinstrument 30 has determined that the aircraft is likely on the groundbased on variables the device may receive information regarding andconsider including ground speed. Another exemplary message is“DEPARTURE”, displayed when, e.g., the instrument 30 has determined thatthe aircraft is likely in a post take-off departure phase of flight orin a missed-approach phase of flight, based upon variables theinstrument 30 may receive information regarding and consider including,e.g., distance from the nearest airport, direction of flight, altitude,and altitude rate.

It is contemplated that the display screen 46 may be touch sensitive.For example, the electronic display instrument 30 may be configured sothat a user can communicate with the control module 50 by touching thescreen during use of the instrument.

The display screen 46 may display flight data information in one or moreof a variety of formats. For example, the display screen 46 may displayinformation numerically and/or graphically, such as on a real-time graphand/or on a real-time chart. In one embodiment, the electronic displayinstrument 30 is configured to display information on the screen in abar graph or tape, such as a vertical tape or a horizontal tape. In thisembodiment, the display screen 46 and/or the front 34 of the body 32 mayinclude fixed tick marks (scale markings) and values to indicate thevalue of the variable. When the tick marks are positioned on the displayscreen 46, the tick marks may move or otherwise change. For example thetick marks may change in accord with a changing instantaneous value ofthe variable. The electronic display instrument 30 may be configured todisplay the same variable in multiple forms. For example, the displayscreen 46 may display a variable (e.g., altitude, attitude, or airspeed) graphically and numerically. These various formats may bedisplayed alternately (e.g., in the same position on the screen 46) orat the same time in different positions on the screen.

Generally, the electronic display instrument 30 may display informationin any conventional or state-of-the-art manner. In one embodiment, theinstrument 30 uses colors to indicate aspects of the information beingdisplayed. For example, when the instrument 30 displays a valuenumerically, that number may be green when it is positive and red whenit is negative. As another example of numerical color coding, anumerical representation of a variable can be displayed in variouscolors corresponding to particular ranges of that variable. For example,a numerical representation of elevation can illustrated with yellow,light green, dark green, red, magenta, and blue corresponding to rangesthat the elevation is at the particular time.

Graphical representations can also be color-coded in various ways. Forexample, the electronic display instrument 30 can be configured todisplay a map (e.g., a topographical map, a weather map, or a globalpositioning map) having colors corresponding to known aspects of themap, such as changes in terrain, such as changes from land to water orchanges in ground elevations, weather patterns, or monuments (e.g.,towers and runways).

The electronic display instrument 30 may display multiple types ofinformation in various areas or blocks. In the case that the electronicdisplay instrument 30 replaces at least two conventional instruments 12of the standard six primary instruments 16, the electronic displayinstrument 30 may be configured to display at least two types ofinformation corresponding to the information that was displayed by theconventional instruments 12. For example, one of the two types ofinformation that the electronic display instrument 30 may display mayinclude speed corresponding to the speed values conventionally displayedby a vertical speed indicator (VSI) of the standard six instruments 16.In one embodiment, the electronic display instrument 30 is configured todisplay at least two pieces of information selected from a group ofinformation types consisting of attitude, speed, altitude, terrain,weather, general navigation, traffic, lighting, engine, fuel, and otheraircraft status or performance. However, the electronic display 30 isnot limited to displaying information that was displayed by theconventional instruments 12 and may display any number of types ofinformation. For example, in addition to displaying the data that wasdisplayed by the conventional instruments 12, the electronic display 30may display another type of information obtained from a result offactoring the data that was displayed by the conventional instruments12. Another type of information that may be displayed includesinformation gathered from one or more additional components, such as butnot limited to an after-market upgrade device.

The electronics module 50 may have various sizes and shapes withoutdeparting from the scope of the present general inventive concept. Ingeneral, the control module 50 is sized and shaped to fit as desiredwithin a pre-existing hole in the dashboard 14 (illustrated in FIG. 8)exposed by removing a corresponding conventional instrument 12therefrom. In a common embodiment, the electronics module 50 has anouter diameter of about 3 inches corresponding with traditionalthree-inch diameter dashboard holes for the standard six primaryinstruments 16. In one of the embodiments of the electronic displayinstrument 30 having a rectangular-shaped body 32, the electronicsmodule 50 extends from the back 36 of the body closer to one end of thebody than to an opposite end of the body. For example, as illustrated inFIG. 2, the electronics module 50 extends from the back 36 of the body32 closer to the top 38 than to the bottom 40. In this way, theelectronics module 50 may be positioned in a pre-existing upper hole ofa pair of holes in the dashboard 14 exposed by removing a conventionalinstrument 12 so the body 32 covers that upper hole and a lower hole ofthe pair of holes that is directly adjacent and below the upper hole.

Although the electronics module 50 may have other depths, which can becalled a “can depth”, measured between a base 54 (illustrated in FIG. 2)of the electronics module adjacent the body 32 and an end 56 of theelectronics module, in one embodiment the electronics module has a depthof between about 3 inches and about 4 inches. In a particularembodiment, the can depth is about 3.4 inches. In general, the can depthcorresponds to a rearward clearance (not illustrated) of thepre-existing dashboard hole that the electronics module 50 will bepositioned in, considering space needed for the connectors 52 and anyadapters (described in more detail below) that may be needed to connectthe module to power, ground, and communication lines of the aircraft.Although the electronic display instrument 30 may have other overalldepths measured between a foremost part 58 of the instrument (e.g., atip of a knob extending from the front 34 of the body 32 as illustratedin FIG. 2 and described below) and a rearmost tip 60 of the connectors52 of the electronics module 50 without departing from the scope of thepresent general inventive concept, in one embodiment the electronicdisplay instrument has an overall depth of between about 4 inches andabout 4.5 inches. In one particular embodiment, the overall depth of theelectronic display instrument 30 is about 4.25 inches.

The electronics module 50 includes electronics (not illustrated indetail) to control the electronic display device 30 includingcontrolling what is displayed on the display screen 46 in light of thesignals being received from the communication lines of the aircraft andother signal sources (e.g., satellites sending global positioninginformation). The electronics may include any state-of-the-artelectronic components. In one embodiment, the electronics module 50includes compact solid state electronics. The electronics in theelectronics module 50 and the display screen 46 may be configured todisplay any information associated with modernized functionality of aflight deck.

The electronics module 50 may include a global positioning system (GPS)receiver (not illustrated). The GPS receiver receives information from aGPS source, such as a GPS satellite, about the position of the receiver(and thus the aircraft on which the electronic display instrument 30 ismounted) on earth. The aircraft may include a database (not illustrated)of stored global positions (e.g., a global map) against which the GPSinformation about the position of the receiver can be compared tocommunicate to a user of the GPS system (e.g., pilots and towercontrollers) the particular global position of the aircraft. In oneembodiment, the electronics module 50 includes a computer (notillustrated), which may hold the GPS database. As will be appreciated bythose skilled in the art, the database may be stored in, among otherplaces, a memory of the computer of the electronics module 50, a memorydevice on the aircraft (e.g., in the electronics module 50), such as acompact disk or memory card, or in a computer or server remote from theaircraft and accessed by the aircraft by wireless communications. In oneembodiment, the GPS receiver receives GPS information including the GPSglobal mapping information from the same GPS source (e.g., satellite).In a particular embodiment, the database is stored on a data card (notillustrated) that is inserted into a card slot (not illustrated) in thebody 32 or electronics module 50.

The GPS database may need to be updated periodically because elements ofGPS database information (e.g., GPS map images), such as terraincharacteristics, positioning of obstructions, and existence of airports,sometimes change. The GPS information may be provided by the governmentand updated periodically. For embodiments of the electronic displayinstrument 30 in which the GPS database is stored on a removable device,such as the data card described in the preceding paragraph, cards may beprovided by companies using the updated government information to usersof the instrument with a date label. The user may insert the updateddata card in the data card slot and cover the slot with thecorresponding date label. In this way, maintenance personnel or otherpersons can easily see what version of GPS data the electronic displayinstrument 30 is using. Providers of such GPS image data cards mayprovide regular updates of the cards, such as every six months(approximately).

The electronics module 50 may also include an attitude heading referencesystem. The electronic display instrument 30 may also include internalrate sensing, such as that derived from an integrated pressuretransducer (not illustrated), or may obtain and/or compute rateinformation from another source, such as an air data computer (notillustrated). In one embodiment, the computer is configured to processGPS information and air data information. The electronic displayinstrument 30 may also use other suitable methods of obtaining orproviding rate data. For example, the instrument 30 may use acombination of internal and external rate sensing or measurement.

The electronics module 50 may also include a backup battery (notillustrated). The battery in the electronics module 50 is a backup tothe primary power received by the module by way of the connectors 52.The backup battery can power the electronic display instrument 30 in theevent of loss of primary power to the electronic display instrument 30from the aircraft (e.g., a power line to the instrument is severed). Ina preferred embodiment, the back-up battery is self-contained andintrinsic to the invention.

The battery back-up system is used for the primary flight displayinstruments. It is housed in its own, self-contained module to isolatethe battery from the other components of the invention. The back-upbattery utilizes software logic to detect degradation of the aircraft'selectrical system. If degradation is detected, then the software willswitch the invention's power source from the aircraft electrical systemto the battery back-up and notify the pilot.

It is envisioned that the electronic display instrument 30 includesmultiple electronics modules (not illustrated). For example, when theelectronic display instrument 30 is configured to replace a tworow-by-two column cluster of four conventional display instruments 12(illustrated in FIG. 8) as described above, the electronic displayinstrument may include two electronic display devices positionedside-by-side on the back 36 of the body 32 adjacent the top 38 of thebody. In this way, the two electronics modules 50 may be positioned in atop two pre-existing dashboard holes of the four pre-existing dashboardholes exposed by removing the four conventional display instruments 12.

The number of electronics modules 50 that the electronic displayinstrument 30 has does not necessarily correspond to the number ofconventional display instruments 12 that the electronic displayinstrument is replacing. For example, in one embodiment the electronicdisplay instrument 30 is configured to replace all of the standard sixconventional instruments 16 and includes a single electronics module 50protruding from the back 36 of the body 32 along a centerline (notillustrated in detail) of the device adjacent to the top 38 of the body.In this way, the single electronics module 50 is positioned in an uppercentral pre-existing hole of the holes exposed by removing the standardsix conventional instruments 16 and the body 32 covers all six of thepre-existing holes.

The electronic display instrument 30 may include a variety of connectors52 without departing from the scope of the present general inventiveconcept. The connectors 52 correspond to the power/ground andcommunication lines directed to the pre-existing hole exposed byremoving the conventional display instruments 12 in which theelectronics module 50 is positioned when the electronic displayinstrument is positioned in the desired position on the dashboard 14(illustrated in FIG. 8). The connectors 52 may include a pneumaticconnector 62. The pneumatic connector 62 may interface with a pitotstatic system of the aircraft. In one embodiment, the pneumaticconnector is a traditional 0.125 inch NPT pneumatic connector.

The connectors 52 also include an electrical connector 64. Theelectrical connector 64 may be a multi-port (e.g., a multi-pin)connector to receive simultaneously a variety of signals. In oneembodiment, the electrical connector 64 is a 15-pin male “d-sub”connector. The pins of the electrical connector 64 may be solid,machined pins for durability. A 15-pin male connector 64 may be usedcorresponding to a 15-pin female “d-sub” connector of the aircraftpositioned adjacent a bottom (not illustrated) of the pre-existing holeof the dashboard 14. The various ports or pins of the electricalconnector 64 receive or output various types of information. Forexample, one of the pins (e.g., pin 1) of the multiple pins of theelectrical connector 64 may be designated to receive power (e.g., mainDC power or positive input) and an adjacent pin (e.g., pin 9) may bedesignated as ground (e.g., main DC power negative or groundconnection). As another example, the electrical connector 64 may beconfigured so that one particular pin (e.g., pin 5) of the multiple pinsof the electrical connector is a serial input for GPS information. Datasignals may be transmitted to the electronic display instrument 30 in avariety of formats without departing from the scope of the presentgeneral inventive concept. For example, GPS data may be received from aGPS navigator positioned on the dashboard 14 (illustrated in FIG. 8) orwithin the electronics module 50 in a serial format such as a RS-232format.

Because of differences between the connectors 52 of the electronicdisplay instrument 30 and corresponding connectors of the communicationlines of the aircraft, adapters (not illustrated) may need to be used.In some embodiments, supplemental connector materials may be used toensure strong connections between the connectors 52 of the electronicdisplay instrument 30 and the connectors of the communication lines ofthe aircraft. For example, for a pneumatic connection, a user may usetape such as Teflon® tape to ensure a hermetically sealed connection.Teflon is a registered trademark of E.I. Du Pont De Nemours and CompanyCorporation of Wilmington, Del. The electronic display instrument 30 maybe manufactured, distributed, and/or sold with a connector kit (notillustrated). The connector kit may include connector components such asa connector housing, a sliding locking mechanism, and crimp pins.

The electronic display instrument 30 may or may not further include asupplemental module 66 (illustrated in FIG. 2) protruding from the back36 of the body 32. The supplemental module may serve various purposes.For example, the supplemental module 66 may be positioned on the back 36of the body 32 so that it is positioned in a pre-existing hole of thedashboard 14 adjacent a pre-existing hole of the dashboard in which theelectronics module 52 is positioned in when mounting the electronicdisplay instrument 30 in the desired position on the dashboard. By beingpositioned in one of the pre-existing holes, the supplemental module 66contributes to the securing of the electronic display instrument 30 tothe dashboard 14.

The supplemental module 66 may or may not include a cooling fan 68, asillustrated in FIG. 2. The cooling fan 68 may operate in various wayswithout departing from the scope of the present general inventiveconcept. The fan 68 may blow air pulled from behind the dashboard 14through a passage in a side (not illustrated) of the pre-existingdashboard hole in which the supplemental module 66 is positioned whenthe electronic display instrument 30 is positioned as desired. The fan68 may operate continuously, regularly, or intermittently duringoperation of the electronic display instrument 30. The fan 68 may beconnected to and controlled by the electronics module 50. The electronicdisplay instrument 30 may also include one or more temperature gages(not illustrated) connected to the fan 68 and/or electronics module 50and the fan and/or electronics module 50 may be programmed selectivelyto operate the fan when a temperature of the instrument is over apredetermined temperature.

In one embodiment (not illustrated), the electronic display instrument30 includes more than one supplemental module 66. Any number of thesemultiple supplemental modules 66 may include cooling fans 68. Thesupplemental modules 66 are positioned on the back 36 of the body 32corresponding to locations of the pre-existing dashboard holes in whichthe supplemental modules will be positioned when the instrument 30 ispositioned on the dashboard 14 as desired.

In another embodiment (not illustrated) the electronics module 50 ispositioned on the back 36 of the body adjacent to the bottom 40 of thebody and the supplemental module 66 is positioned on the back 36 of thebody adjacent to the top 38 of the body. In yet another embodiment, theelectronic display instrument 30 has no supplemental module 66 and theelectronics module 50 can be located adjacent to either the top 38 ofthe body or the bottom 40 of the body.

In one embodiment (illustrated in FIG. 2), the electronics module 50 ispositioned on the back 36 of the body adjacent to the top 38 of the body32 and the supplemental module 66 is positioned on the back of the bodyadjacent to the bottom 40 of the body. In this way, the electronicsmodule 50 and the supplemental module 66 may be positioned inpre-existing top and bottom holes of an adjacent top/bottom pair ofpre-existing holes, respectively, which were exposed by removing atop/bottom pair of conventional display instruments 12.

The supplemental module 66 may have various shapes and sizes withoutdeparting from the scope of the present general inventive concept. Inone embodiment, the supplemental module 66 has a maximum dimension(e.g., a diameter, a width, a height, or a distance between a top leftcorner and a bottom left corner) of about 3 inches corresponding to thethree-inch diameter of conventional dashboard holes. Among other shapes,the supplemental module 66 may be generally round, oval, or square.

In still another embodiment, the invention may not utilize asupplemental module 66 but utilize only an electronics module 50.

The electronic display instrument 30 may also include one or more userinterface elements 70 such as knobs 72 and buttons 74 (illustrated inFIG. 1) positioned adjacent to the front 34 of the body 32. Theelectronic display instrument 30 may be configured so that the userinterface elements 70 can be used for a variety of purposes. Forexample, the user interface elements 70 can be used to communicate withthe electronics module 50, such as to initiate a re-boot of theelectronics module computer. The user interface elements 70 may also beused to manipulate the display of the instrument 30. For example, theuser may manipulate the knobs 72 to manipulate the data presented on thedisplay screen 46, such as toggling between various views, formats(e.g., graphical versus numerical display format), and languages and toadjust screen display characteristics (e.g., brightness and contrast).

Various types of knobs 72 may be used. In one embodiment, the knobs 72are optical encoder knobs. The knobs 72 may have a memory push function.That is, the knobs may be configured so that they will stay in a down/upposition on alternating pushes and the electronics module 50 iscontrolled in a different way by the knob 72 when the knob is downcompared to when it is up. In one embodiment, referring to FIG. 3,instrument 30 provides for customized displays on display screen 46 andcustomized presentation of data. A soft key 80 located next to displayscreen 46 will allow the user to configure soft key 80 to provide aspecific function that can be programmed by the user. In a preferredembodiment, there are multiple soft keys and the user can program eachwith preprogrammed information so that display screen 46 is customizedthe way each user prefers. The soft keys may relate to various topicssuch as “TERRAIN”, “TRAFFIC”, “WEATHER”, or “AUX/SETUP” for the user tochoose from. These various topics can be programmed in a differentarrangement at the user's discretion. However, it will be appreciatedthat for safety reasons some function may not be programmable but ratherwill be set functions. The package purchased by the user may determinethe functionality of the knobs and controls and what information isdisplayed to the user. For example, such packages may include the“Pilot”, the “Pro”, and the “ATP,” with each offering differing levelsof functionality. There are a plurality of functions and variousoperations that different software can have.

As described above, use and functionality (i.e., information displayed)of the electronic display instrument 30 is not limited by the standardsix primary instruments 16 (illustrated in FIG. 8). That is, theelectronic display instrument 30 may replace other conventionalinstruments 12 (illustrated in FIG. 8) or replicate information fromother conventional instruments outside of the standard six primaryinstruments 16. In general, the electronic display instrument 30 maydisplay any information that the user desires for use by the pilotduring operation of the aircraft.

The electronic display instrument 30 may replace a conventional primaryattitude/heading instrument. In such embodiments, the instrument 30 issaid to be acting as a primary flight display (PFD). The electronicdisplay instrument 30 may also replace conventional navigationalinstruments. In such embodiments, the instrument 30 is said to be actingas a multi-functional display (MFD). The electronic display instrument30 may also replace a conventional engine instrument. In suchembodiments, the instrument 30 is said to be acting as an engine monitordisplay (EMD). The electronic display instrument 30 may act as anycombination of a PFD, an MFD, and an EMD. The instrument 30 may be usedin other ways as well, including those described above. When being usedas a replacement for conventional instruments 12 as a PFD, an MFD,and/or an EMD or replacing additional or other conventional aircraftinstruments, the electronic display instrument provides dramaticallyimproved reliability over its mechanical counterparts. Further, whenbeing used as a replacement for conventional instruments 12 as a PFD, anMFD, and/or an EMD or replacing additional or other conventionalaircraft instruments, the electronic display instrument providesdramatically improved situational awareness over its mechanicalcounterparts. Situational awareness is a term-of-art referring generallyto an awareness of the pilot regarding all things related to operationof the aircraft. For example, easy to read displays and accurate warningsystems increase situational awareness and facilitate successful flight.Further, when being used as a replacement for conventional instruments12 as a PFD, an MFD, and/or an EMD or replacing additional or otherconventional aircraft instruments, the electronic display instrumentprovides dramatically improved accuracy over its mechanicalcounterparts.

The electronic display instrument 30 according to the present generalinventive concept may be used in a variety of ways including thosedescribed above. Particular methods of using the electronic displayinstrument 30 include a method of replacing multiple adjacentconventional flight data instruments with the electronic displayinstrument. Another method of using the electronic display instrument 30is a method of upgrading or updating an aircraft by replacing multipleadjacent conventional flight data instruments with the electronicdisplay instrument. Yet another particular method of using theelectronic display instrument 30 is a method of repairing an aircraft.Still another particular method of using the electronic displayinstrument 30 is a method of operating the aircraft.

In all of the methods of using the electronic display instrument 30, theinstrument can be installed on the aircraft in a non-obtrusive manner.That is, the instrument 30 can be fitted or retrofitted onto thedashboard 14, and specifically to pre-existing dashboard holes (notillustrated) exposed by removing conventional display instruments 12(illustrated in FIG. 8), without substantially altering the dashboard.This approach alleviates problems associated with other state-of-the-artinstallations that require modifications to the dashboard, orreplacement/relocation of existing equipment caused by space constraintsof the aircraft instrument panels.

The present general inventive concept provides a method of enabling theinvention to interface with existing legacy components that are alreadyinstalled in the aircraft, thus enabling the invention to work with abroad range of instrument types, both digital and analog instruments,and from a broad range of instrument manufacturers. The inventionincludes an Avionics Converter Unit (ACU), which accepts the legacysignals from many different manufactures utilizing different signalprotocols and then converts these disparate signals into a digitalsignal reflecting a single, industry standard protocol in order toenable the existing legacy instrumentation to interface with theinvention. In a preferred embodiment the ACU is a separate device butthe ACU can be integrated into the electronic display instrument.

The ACU accepts signals from many different manufacturers utilizing manydifferent protocols. The ACU software detects the signals and canidentify which protocols are being utilized. The software theninterprets these signals and converts them into an industry standardprotocol. The converted signals are then transmitted to the inventionand provide flight information for the invention to interpret anddisplay on the instrument 30.

The ACU can contain but is not limited to the following primaryinterfaces: (1) VOR (very high frequency omni-directional radiorange)/Localizer deviation; (2) Glide Slope deviation; (3) GPS (GlobalPositioning System) mode annunciations; (4) GPS/OBS (omni bearingselector) Interface; (5) Radar Altimeter Decision Height annunciation;(6) Autopilot Flight Director command bar interface; (7) AutopilotHeading Error Interface; (8) Autopilot/VHF (very high frequency) Navlateral and vertical guidance; (9) Autopilot/VHF Nav Course ErrorInterface; and (10) ARINC 429 Low Speed Interface with the electronicdisplay instrument 30 Attitude/Horizontal Situation.

The ACU receives a Nav Composite signal from an existing VHF Navigationradio receiver. This signal will contain either VOR bearing informationor Localizer information. The VHF Nav radio uses the state of the“tune-to-loc” discrete is used to indicate the data on the compositesignal. (“Tune-to-Loc” is also referred to as “ILS Energize”. Both termsare used interchangeably). If the “tune-to-loc” is false (discrete notgrounded), the composite signal contains a 30 Hz reference component and30 Hz variable phase component. The reference signal is modulated ontothe composite signal so that its phase is independent of the aircraftbearing from the VOR ground station. The variable phase is modulatedonto the composite signal so that its phase differs by an angle that isequal to the bearing of the aircraft from the VOR ground station. The 30Hz variable phase signal is applied by amplitude modulating (AM) thecomposite signal. The 30 Hz reference signal is placed on the compositesignal using a subcarrier of 9960 Hz superimposed onto the AM modulated30 Hz variable phase signal. The 9960 subcarrier is frequency modulation(FM) with the 30 Hz reference signal. The peak FM deviation is 480 Hz.The bearing FROM the VOR ground station is simply the phase differencebetween the 30 Hz reference and the 30 Hz variable signals.

The ACU circuitry demodulates filters and amplifies the reference signaland the variable phase signal then applies these two signals to theXA-G49 processor as a pair of 30 Hz square wave signals. The processoruses one of its internal counters to measure the time between the risingedge of the reference and the rising edge of the variable signals. Thiscounter value is proportional to the FROM bearing. This count isconverted into degrees +180 deg (VOR bearing is FROM, RMI bearing is TO)then sent out over the 429 port as RMI bearing on GAMA label 222. Theprocessor computes course deviation and To/From by comparing the RMIbearing derived from the composite signal and the selected coursepointer angle read from the AIRNC 429 input port label 100. The selectedcourse pointer angle is set by the pilot to select the desired VORradial. When the RMI bearing and Selected Course Pointer angles arewithin ±180 degrees of each other, the TO/FROM state is TO, otherwise itis FROM.

The XA-G49 counter is configured to operate from the internal 25 MHzclock with a pre-scale divide of 16. The period of the 30 Hz referenceis 33⅓ milliseconds, which is equivalent to 2 PI radians, or 360 degreesof rotation. Therefore, the counter can reach 52,083 in 33⅓ ms whichtranslates to 144.675 counts per degree, or 0.0069 12 degrees per countso that:

Bearing (deg)=count*0.006912 (range from 0 to 360)

Course deviation is set to full scale when difference between RMIbearing and Selected Course angle is equal to 10 degrees. The needledeflects right of course when the selected course angle is less than RMIbearing. The deflection is linear across the range of −10 degrees to +10degrees. Course deviation is also converted to a ±150 mV analogleft/right signal and valid flag for use by the autopilot NAV mode. Forthose autopilots that accept the input, selected course is alsoconverted to analog.

When “tune-to-loc” is true (discrete grounded), signifying the VHFNavigation radio is tuned to a Localizer frequency, the composite signalcontains a 90 Hz and 150 Hz signal pair. The Localizer ground stationproduces these signals such that when the aircraft is left ofcenterline, the 90 Hz signal is stronger and the 150 Hz signal isstronger when the aircraft is right of centerline. When the aircraft ison centerline, these signals are of equal amplitude.

The ACU filters, amplifies and rectifies both the 90 Hz and 150 Hzcomponents of the localizer composite signal supplied from the VHF Navreceiver. These direct current (DC) signals are then applied to theAnalog-to-Digital (A2D) converter. The A2D values read by the XA-G49processor are proportional to the 90 Hz and 150 Hz signals at theaircraft's localizer antenna. The difference in these to DC values isused to produce the Localizer deviation output over the ARINC 429 port.The TO/FROM flag is hidden during localizer operation and the coursepointer angle input is ignored. Localizer deviation is also converted toa ±150 mV analog left/right signal and valid flag for use by theautopilot NAV/APPR mode. Localizer deviation is output in GAMA label173.

The glide slope deviation and validity is supplied to the ACU from theVHF Navigation radio as a set of low level DC voltages. Glide Slopedeviation is a +/−150 mV signal proportional to the aircrafts positionrelative to the intended glide path. The validity flag signal is greaterthan 125 mV for valid. The GS deviation and flag signals are amplifiedby the ACU then sent to the A2D where the XA-G49 periodically reads andprocesses them along with the ILS Energize discrete. When ILS Energizeis true (ILS Energize discrete grounded) and GS Valid is true, the ACUoutputs valid glide slope data on the ARINC 429 output bus. The Glideslope deviation input and flag are buffered and repeated by the ACU foruse by the autopilot NAV/APPR mode.

The GPS mode annunciation interface is a series of discretes supplied bythe GPS that are read by the ACU and conveyed to the electronic displayinstrument 30 over the ARINC 429 output bus a set of labels to bedetermined.

The GPS/OBS interface and an analog output signal from the ACU to theGPS that is proportional to the selected course inputs sent from theelectronic display instrument 30 HSI. It is used by the GPS whenoperating in OBS mode (pseudo-VOR). Pre-WAAS receivers enter this modeto enable the pilot to execute procedure turns and holding patternssince none but the Trimble series supported the necessary ARINC 424 legtypes to auto sequence through these procedures.

The software will write a 16-bit word (14 data bits and 2 D2A controlbits) serially to a Digital to Analog converter (D2A). The hardwareassociated with the D2A will condition the signal for compatibility withthe Garmin OBS interface.

Referring to the radar altimeter decision height annunciation, the ACUreads the state of the Decision Height indicator supplied by the RadarAltimeter. The ACU amplifies this signal and sends it the XA-G49 as asignal discrete such that a one (high) equals “DH” indicator ON. Thestate of the DH annunciation is output over the ARINC 429 bus.

The autopilot heading error interface is when the software will read aset of configuration settings supplied by hardware that configure theACU to emulate the desired heading error characteristics of the HSI orDG that was replaced by the electronic display instrument 30 HSI.

The software will write a pair of 16-bit words (14 data bits and 2 D2Acontrol bits) serially to a pair of Digital to Analog converters (D2A).One D2A sets the overall gain based on program pin setting; the secondprovides the scaled heading error signal. The hardware associated withthe D2A will further condition the signal for compatibility with thetarget autopilot heading error input.

ARINC 429 Low Speed Interface with the electronic display instrument 30Attitude/Horizontal Situation Indicator Transmit and Receive baud ratesare low speed, 12.5 KHz.

Although installation of the device is primarily described in repair,upgrade, retrofit, and updating applications, it is envisioned that thedevice may be used in new manufacturing as well. For example, theinstrument 30 may be placed in conventional dashboard 14 holes insteadof conventional instruments during original manufacture. Also, theinstrument 30 can be placed in newly-formed holes in the dashboard thatare or are not conventionally shaped. For example, holes can be formedin the dashboard 14 during manufacture that are tailored to receive theelectronic display instrument 30.

As mentioned, one of the ways to use the electronic display instrument30 is in a method of replacing multiple adjacent conventional flightdata instruments 12. The conventional or legacy flight data instrumentsare positioned on a dashboard 14 of an instruments panel 10 and theelectronic display instrument 30 including a body having a front displayscreen 46, a back 36, and a electronics module 50 extending from theback of the body. This method includes removing the conventional flightdata instruments 12 from holes (not illustrated) in the dashboard 14.This method also includes positioning the electronic display instrument30 in place of the conventional flight data instruments 12. Thispositioning operation includes positioning the electronics module 50 ofthe electronic display instrument 50 in one of the dashboard holesexposed by removing the legacy instruments 12. Further, this method mayinclude connecting the electronic display instrument 30 to thecommunication lines of the aircraft by way of the connectors 52.

For embodiments of the electronic display instrument 30 including thesupplemental module 66, the method may include positioning theelectronics module 50 in a top hole of a pair of adjacent conventionalor pre-existing instrument holes and positioning the supplemental modulein a lower hole of the pair of conventional instrument holes. Theremoving operation may include removing a left conventional flight datainstrument 12 of a side-by-side pair of conventional flight datainstruments from a left hole of the holes and removing a rightconventional flight data instrument of the pair of conventional flightdata instruments from a right hole of the holes that is directlyadjacent to the top hole and positioning the electronic displayinstrument 30 may include covering the left hole and right hole with theelectronic display instrument.

When the instrument 30 is used to replace multiple adjacent conventionalinstruments 12 arranged in a two row-by-two column cluster, the removingoperation of the method includes removing the four conventionalinstruments. In this particular embodiment, the positioning operation ofthe method includes positioning one electronic display instrument inplace of a left top/bottom pair of the four instruments and positioninganother electronic display instrument in place of a right top/bottompair of the four instruments. Alternatively for this particularembodiment, the positioning operation may include positioning oneelectronic display instrument 30 in place of a top side-by-side pair ofthe four instruments 12 and positioning another electronic displayinstrument in place of a bottom side-by-side pair of the fourconventional instruments. In another aspect, the positioning operationmay include positioning a single electronic display instrument 30 inplace of the four conventional instruments.

When the instrument 30 is used to replace a cluster of six conventionalinstruments 12 positioned in a two row-by-three column arrangement, theremoving operation includes removing the six conventional instruments.For this particular embodiment, the positioning operation may includepositioning a right electronic display instrument 30 in place of a lefttop/bottom pair of the six conventional instruments, positioning amiddle electronic display instrument in place of a middle top/bottompair of the six conventional instruments, and positioning a rightelectronic display instrument in place of a right top/bottom pair of thesix conventional instruments. Alternatively for this particularembodiment, the positioning operation includes positioning a singleelectronic display instrument 30 in place of the six instruments.

As mentioned above, another way to use the electronic display instrument30 is in a method of upgrading an aircraft. This method includesremoving the adjacent conventional flight data instruments 12 from thepre-existing holes in the dashboard. The method further includespositioning an electronic display instrument 30 in place of theconventional flight data instruments 12 so the electronic displayinstrument covers pre-existing holes exposed during the removaloperation. This method may include adding adapters to at least one ofthe connectors and/or to at least one of the lines.

As mentioned above, yet another way of using the electronic displayinstrument 30 is in a method of repairing an aircraft. This methodincludes removing the adjacent conventional flight data instruments frompre-existing holes in the dashboard and positioning an electronicdisplay instrument 30 in place of the conventional flight datainstruments so the electronic display instrument covers the pre-existingholes.

As still another way of using the electronic display instrument 30 is amethod of operating an aircraft. This method includes powering up theaircraft and powering up or starting the electronic display instrument.In one particular embodiment, the instrument 30 is powered upautomatically when the aircraft is powered up. For embodiments of theinstrument 30 including a supplemental module having a cooling fan, themethod of flying the aircraft may further include cooling the electronicdisplay instrument using the cooling fan. For embodiments of theinstrument 30 including one or more knobs 72 and/or one or more buttons74, the method of operating the aircraft may include powering up theelectronic display instrument module by pressing or turning one of theknobs or buttons.

The instrument 30 may be configured with the ability to start up in avariety of modes, such as a demonstration mode and an operational mode.In one particular embodiment, the instrument 30 starts in ademonstration mode when the instrument is powered on by pressing theknob and holding it down for more than about two seconds to and theinstrument starts in the operational mode when the instrument is poweredon by only momentarily pressing the knob. The instrument 30 of theseembodiments may also include ways for switching modes (e.g., exiting thedemonstration mode). As described above, the display screen 46 maydisplay a message corresponding to the mode that the instrument 30 isoperating in, such as displaying a “DEMO MODE” message. The method ofoperating the aircraft also includes viewing the display screen of theelectronic display instrument 30 to receive information relating to theaircraft and its use, such as flight (e.g., altitude and speed) oraircraft (e.g., engine and fuel) information. Other examples ofinformation that the electronic display instrument 30 of the presentgeneral inventive concept may display are provided above.

When introducing elements of the present general inventive concept orthe preferred embodiment(s) thereof, the articles “a”, “an”, “the”, and“said” are intended to mean that there is at least one or that there areone or more of the elements. The terms “comprising”, “including”, and“having” are intended to be inclusive and mean that there may beadditional elements other than the listed elements.

As various changes could be made in the above constructions withoutdeparting from the scope of the invention, it is intended that allmatter contained in the above description or illustrated in theaccompanying drawings shall be interpreted as illustrative and not in alimiting sense.

1. An informational display unit for an aircraft having an instrumentpanel comprising: a generally rectangular panel having a front side anda rear side; at least one display disposed on the front side of thepanel to convey information; and a first protrusion protruding from therear side of the panel and disposed at an off-centered location of therear side of the panel, the first protrusion having a shapecorresponding to a first pre-existing hole in a dashboard of theaircraft, the first protrusion mounted into the first pre-existing holein the dashboard of the aircraft to position the unit on the dashboardand to secure the unit in the aircraft.
 2. The unit as set forth inclaim 1, further comprising: a battery compartment located within the atleast one protrusion to house a battery.
 3. The unit as set forth inclaim 2, wherein the battery is a backup battery to provide secondarypower to the unit.
 4. The unit as set forth in claim 1, furthercomprising: a cooling component mounted on the rear side of the panel tocool the unit.
 5. The unit as set forth in claim 4, wherein the coolingcomponent is a cooling fan or a plurality of cooling fins.
 6. The unitas set forth in claim 1, further comprising: a second protrusionprotruding from the rear side of the panel , the second protrusionhaving a shape corresponding to a second pre-existing instrument hole inthe dashboard of the aircraft, the second protrusion mounted into thepre-existing hole to coordinate with the first protrusion and furthersecure the unit in the aircraft.
 7. The unit as set forth in claim 6,wherein at least one of the first protrusion or the second protrusionhas a generally circular shape corresponding to a pre-existing generallycircular hole in the dashboard of the aircraft.
 8. The unit as set forthin claim 7, wherein the first protrusion is of a first diameter and thesecond protrusion is of a second diameter different than the firstdiameter.
 9. The unit as set forth in claim 8, wherein the firstprotrusion extends from the body a first length and the secondprotrusion extends from the body a second length that is less than thefirst length such that the second protrusion has an open space relativeto the first protrusion.
 10. The unit as set forth in claim 6, whereinthe first protrusion is undersized from said first hole, and whereinsaid second protrusion is smaller in size than said first protrusion.11. The unit as set forth in claim 6, wherein the second protrusionincludes a battery compartment, a battery, or a cooling component. 12.The unit as set forth in claim 1, wherein the at least one display is anactive-matrix screen, a liquid crystal display, or a touch-screendisplay.
 13. The unit as set forth in claim 1, further comprising: oneor more displays mounted adjacent to the at least one display.
 14. Theunit as set forth in claim 1, further comprising: a plurality ofreadouts on the display corresponding to readouts of the aircraftinstrument panel that the unit replaces.
 15. The unit as set forth inclaim 1, further comprising: a plurality of readouts on the displaycorresponding to information selected from a group consisting ofattitude, speed, altitude, navigation, terrain, weather, traffic,lighting, engine, global position, and fuel.
 16. The unit as set forthin claim 1 wherein the unit is configured so that when the unit ispositioned in one of a plurality of pre-existing instrument holes, theunit conceals two or more pre-existing instrument holes of the pluralityof pre-existing instrument holes.
 17. The unit as set forth in claim 1,wherein the first protrusion includes three connectors to connect theunit to power and communication lines of the aircraft.
 18. The unit asset forth in claim 1, wherein at least one of the at least twoconnectors is a pneumatic connector to connect to a pneumatic line ofthe aircraft and another of the at least two connectors is an electricalconnector to connect to power, ground, and data lines of the aircraft.19. The unit as set forth in claim 1, further comprising: a controllerto control information displayed on the at least one displaycorresponding to signals the unit receives through at least oneconnector of the at least two connectors.
 20. The unit as set forth inclaim 1, further comprising: at least one controller positioned on thefront side of the panel to control selectively the operation of the atleast one display or operations of the aircraft.
 21. The unit as setforth in claim 1, wherein the first protrusion is undersized from saidfirst hole.
 22. The unit as set forth in claim 1, wherein the firstprotrusion has a generally circular shape corresponding to a firstpre-existing generally circular hole in the dashboard of the aircraft.23. The unit as set forth in claim 1, wherein the first protrusionhouses an electronic element and includes at least two connectorsextending from a rear of the first protrusion with respect to the frontside of the panel.